System and method for energy efficient prognostics

ABSTRACT

Described herein is a server computing system that controls an autonomous vehicle to perform an operation to at least one of measure or isolate an effect of a variable on an actual power consumption by the autonomous vehicle. Data indicative of the actual power consumption, which is generated based on the operation, and data indicative of a projected power consumption, which is accumulated based on prior execution of the operation by a same or different autonomous vehicle, is received by the server computing system to determine whether an energy efficiency of the autonomous vehicle is degraded. The operation may be performed to identify a degraded vehicle system or component of the autonomous vehicle or to identify an autonomous vehicle in a fleet of autonomous vehicles for which further analysis is desirable. An output is generated by the server computing system that is indicative of the energy efficiency prognostics.

CROSS-REFERENCE TO RELATED APPLICATION

This application is a continuation of U.S. patent application Ser. No.17/681,181, filed on Feb. 25, 2022, and entitled “SYSTEM AND METHOD FORENERGY EFFICIENT PROGNOSTICS”, which is a continuation of U.S. Pat. No.11,294,373, filed on Mar. 31, 2019, and entitled “SYSTEM AND METHOD FORENERGY EFFICIENT PROGNOSTICS”, the entireties of which are incorporatedherein by reference.

BACKGROUND

An autonomous vehicle is a motorized vehicle that can operate without ahuman driver based on gas combustion, electric power provided from aninternal battery, hybrid electric power, etc. In addition to supplyingelectric power to a vehicle propulsion system, for example, the batterymay be configured to provide power to a plurality of componentsincorporated in the autonomous vehicle, such as a heating, aventilating, and air conditioning (HVAC) system, an on-board computingsystem such as an autonomous driving system computer (ADSC), vehiclelights, amongst others. Further, efficiencies resulting fromnon-electric features, such as wheel alignment, weight of cabincontents, thermal resistance of cabin, etc., can also impact the amountof power that is drawn from the battery by way of resistance toelectrically operated components. Thus, the range of an autonomousvehicle from a single battery charge is not strictly based on the milestravelled by the autonomous vehicle but, rather, is additionallydependent upon an amount of power consumed by operation of other vehiclecomponents and systems.

In instances where a fleet of autonomous vehicles is being operated, itcan be beneficial to reduce the amount of power consumed by theautonomous vehicles in order to increase ranges of the autonomousvehicles and thereby reduce the time and frequency at which theautonomous vehicles are removed from operation and incur miles tonavigate back to a charging facility. Further, the more frequently thatautonomous vehicles in the fleet are recharged, the larger the demandbecomes on vehicle charging infrastructures to meet the needs of thefleet.

Moreover, as an autonomous vehicle ages, some components and systems ofthe autonomous vehicle wear, causing the efficiency of these componentsand systems to degrade from their original energy efficiency. Forexample, the fins of an air conditioning condenser may become dentedover time by pebbles or debris launched from the road, thereby resultingin reduced heat transfer and increased power consumption to achieve asame output as could be provided from the condenser in its original,undamaged condition. When the efficiency of a component degrades by asufficient amount, the benefit provided from replacing the component viaenergy conservation may exceed the cost of replacing the component.

SUMMARY

The following is a brief summary of subject matter that is described ingreater detail herein. This summary is not intended to be limiting as tothe scope of the claims.

Described herein are various technologies pertaining to a system andmethod of energy efficiency prognostics. With more specificity,described herein is a server computing system that comprises a datastore having data indicative of a projected power consumption for anoperation performed by an autonomous vehicle. The server computingsystem includes a processor and memory that stores instructions that areexecuted by the processor. The server computing system is configured tocontrol the autonomous vehicle to perform one or more operations,wherein data indicative of an actual power consumption by the autonomousvehicle is generated based on the one or more operations. The operationperformed by the autonomous vehicle is typically controlled to at leastone of measure or isolate an effect of a variable on the actual powerconsumption by the autonomous vehicle. The data indicative of the actualpower consumption is received by the server computing system todetermine whether energy efficiency of the autonomous vehicle hasdegraded; such determination can be made based on the data indicative ofthe projected power consumption and the data indicative of the actualpower consumption. An output is generated by the server computing systemthat is indicative of the degradation in energy efficiency of theautonomous vehicle (e.g., the output can specify whether the energyefficiency of the autonomous vehicle has degraded and/or an amount ofdegradation in the energy efficiency).

The data indicative of the projected power consumption for the operationperformed by the autonomous vehicle may be received from the autonomousvehicle and/or an external data source, whereas data indicative of theactual power consumption is generally received from the autonomousvehicle. For example, the autonomous vehicle may transmit first datathat identifies a pre-operation power level of a battery and, uponexecution of the operation, transmit second data that identifies apost-operation power level of the battery. The server computing systemcan then determine the actual power consumption for the operation basedon a difference between the pre-operation power level and thepost-operation power level.

The operation performed by the autonomous vehicle may be selected from aplurality of operations based on a number of relevant factors for theautonomous vehicle (e.g., miles travelled, kilowatt hours consumed,exceeding a predetermined timeframe since the operation was lastperformed, etc.) to identify degradations in energy efficiency. Further,the autonomous vehicle may be controlled to perform a first operation toidentify a vehicle system that causes the degradation in energyefficiency and controlled to perform a second operation to identify asystem component included in the vehicle system, wherein the systemcomponent is a root cause of the degradation in energy efficiency of thevehicle system. In some cases, a regression analysis can be performedbased on the effect of the variable on the actual power consumption toidentify the variable that causes the degradation in energy efficiency.A variable that causes a degradation in energy efficiency of theautonomous vehicle can include, but is not limited to, surface grade,surface roughness, ambient weather conditions, solar irradiance, weightof passengers and cargo, tire design, wheel alignment, tire pressure,HVAC system efficiency, electric drive motor efficiency, drive unitefficiency, ADSC operations, braking efficiency, wheel bearing friction,thermal resistance of cabin, and/or aerodynamic drag.

The output indicative of the degradation in energy efficiency mayidentify a vehicle system or a component of the autonomous vehicle thatcauses the degradation in energy efficiency based on the operationperformed by the autonomous vehicle and can further include a servicerecommendation and/or instructions for the autonomous vehicle tonavigate to a service hub (e.g., when a degraded energy efficiency ofthe autonomous vehicle is identified by the server computing system).Subsequent to generating the output, the server computing system islikewise configured to receive an indication that the autonomous vehiclehas been serviced and, based on the indication of service, control theautonomous vehicle to reperform the operation to verify whether thedegradation in energy efficiency of the autonomous vehicle has improved.

In embodiments, the operation performed by the autonomous vehicle may bea general operation performed by one or more autonomous vehicles in afleet of autonomous vehicles to identify whether the data indicative ofthe actual power consumption is within a normal range based on the dataindicative of the projected power consumption. When the data indicativeof the actual power consumption is outside the normal range, the servercomputing system can determine whether to identify and/or remediate thecause of the degradation in energy efficiency of the autonomous vehiclebased on a cost of identifying or remediating the cause of degradationand a benefit of curing the cause of degradation. That is, the servercomputing system may be configured to execute instructions to identifyand/or dispatch the vehicle to remediate the cause of degradation inenergy efficiency, for example, only when the benefit of curing thedegradation in energy efficiency exceeds the cost of leaving thedegradation in energy efficiency uncured. If the power consumption ofthe autonomous vehicle is within the normal range or the cost of curingthe degradation does not exceed the benefit, a next autonomous vehiclein the fleet of autonomous vehicles can be controlled to perform thegeneral operation, wherein data indicative of an actual powerconsumption by the next autonomous vehicle is received based on theoperation. Similarly, when the data indicative of actual powerconsumption by the next autonomous vehicle is outside the normal range,the server computing system can determine whether to identify orremediate a cause of degradation in energy efficiency of the nextautonomous vehicle based on the cost of identifying or remediating thecause of degradation and the benefit of curing the cause of degradationto generate an output indicative of the determination for the nextautonomous vehicle.

The above summary presents a simplified summary in order to provide abasic understanding of some aspects of the systems and/or methodsdiscussed herein. This summary is not an extensive overview of thesystems and/or methods discussed herein. It is not intended to identifykey/critical elements or to delineate the scope of such systems and/ormethods. Its sole purpose is to present some concepts in a simplifiedform as a prelude to the more detailed description that is presentedlater.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 illustrates an exemplary environment including a server computingsystem configured to identify a degradation in energy efficiency of anautonomous vehicle.

FIG. 2 illustrates an exemplary flow diagram for determining whichautonomous vehicles in a fleet of autonomous vehicles should have adegraded vehicle system or component replaced.

FIG. 3 illustrates an exemplary flow diagram for identifying a degradedcomponent in an autonomous vehicle.

FIG. 4 illustrates an exemplary fault tree for a vehicle system.

FIG. 5 is a flow diagram illustrating an exemplary methodology foridentifying a cause of degradation in energy efficiency of an autonomousvehicle.

FIG. 6 is a flow diagram illustrating an exemplary methodology fordetermining whether to identify or remediate a cause of degradation inenergy efficiency of an autonomous vehicle included in a fleet ofautonomous vehicles.

FIG. 7 illustrates an exemplary computing system.

DETAILED DESCRIPTION

Various technologies pertaining to a system and method of energyefficient prognostics for an autonomous vehicle are now described withreference to the drawings, wherein like reference numerals are used torefer to like elements throughout. In the following description, forpurposes of explanation, numerous specific details are set forth inorder to provide a thorough understanding of one or more aspects. It maybe evident, however, that such aspect(s) may be practiced without thesespecific details. In other instances, well-known structures and devicesare shown in block diagram form in order to facilitate describing one ormore aspects. Further, it is to be understood that functionality that isdescribed as being carried out by certain system components may beperformed by multiple components. Similarly, for instance, a componentmay be configured to perform functionality that is described as beingcarried out by multiple components.

Moreover, the term “or” is intended to mean an inclusive “or” ratherthan an exclusive “or.” That is, unless specified otherwise, or clearfrom the context, the phrase “X employs A or B” is intended to mean anyof the natural inclusive permutations. That is, the phrase “X employs Aor B” is satisfied by any of the following instances: X employs A; Xemploys B; or X employs both A and B.

In addition, the articles “a” and “an” as used in this application andthe appended claims should generally be construed to mean “one or more”unless specified otherwise or clear from the context to be directed to asingular form.

Further, as used herein, the terms “module” and “system” are intended toencompass computer-readable data storage that is configured withcomputer-executable instructions that cause certain functionality to beperformed when executed by a processor. The computer-executableinstructions may include a routine, a function, or the like. It is alsoto be understood that a module, or system may be localized on a singledevice or distributed across several devices.

Further, as used herein, the term “exemplary” is intended to meanserving as an illustration or example of something and is not intendedto indicate a preference.

As described herein, one aspect of the present technology is thegathering and use of data available from various sources to improvequality and experience. The present disclosure contemplates that in someinstances, this gathered data may include personal information. Thepresent disclosure contemplates that the entities involved with suchpersonal information respect and value privacy policies and practices.

With reference now to FIG. 1 , an exemplary environment 100 isillustrated that includes a server computing system 102 in communicationwith an autonomous vehicle 122, an external data source 130, and aclient computing device 132. The server computing system 102 isconfigured to identify a degradation in energy efficiency of theautonomous vehicle 122 and, in embodiments, determine a root cause ofthe degradation in energy efficiency. More specifically, the servercomputing system 102 includes a processor 114 and memory 104; the memory104 includes computer-executable instructions configured to be executedby the processor 114 to perform energy efficiency prognostics forsystems and components of the autonomous vehicle 122, which may be anautonomous vehicle included in a fleet of autonomous vehicles for whichthe server computing system 102 is configured to control and analyze.

Additionally or alternatively to being configured as a remote/stationaryserver computing system, one or more ADSC's incorporated in the fleet ofautonomous vehicles can comprise the server computing system 102. Forinstance, vehicle-to-vehicle communication, such as cellular, wifi,etc., may be established based on spare ADSC computing capacity totransmit and receive data between the autonomous vehicle 122 and otherautonomous vehicles in the fleet to identify the degradation in energyefficiency of the autonomous vehicle 122 by the one or more ADSC's,rather than by the remote/stationary server computing system. Acomponent refers to an item incorporated in the autonomous vehicle 122for which an energy efficiency determination for the item (e.g., a wheelbearing) is provided at its finest level of granularity, based on thedata available to the server computing system 102. In contrast, avehicle system refers to an item incorporated in the autonomous vehiclefor which an energy efficiency determination by the server computingsystem 102 identifies an item (e.g., the HVAC system) that can beanalyzed at more granular levels, based on the data available to theserver computing system 102. For instance, while the server computingsystem 102 may output an energy efficiency determination for the HVACsystem as a whole, the server computing system 102 may be likewiseconfigured to identify the efficiencies of a compressor, an evaporator,and a condenser incorporated within the HVAC system, based on dataavailable to the server computing system 102.

The energy efficiency prognostics for the systems and components of theautonomous vehicle 122 can be initiated by the server computing system102 either automatically (e.g., based on a predetermined schedule and/orsensor outputs received from the autonomous vehicle 122) or via manualinstructions from the client computing device 132 to perform aprognostic analysis. In some embodiments, the server computing system102 receives data to perform prognostic analyses based on existingsensors and hardware that are already incorporated in the autonomousvehicle 122 for performing other functions. Further, the servercomputing system 102 may process data received from the autonomousvehicle 122 in real-time, or store and retrieve the data, as needed, astest data 118 in a data store 116 of the server computing system 102.

The memory 104 comprises a plurality of modules including an operationinstruction module 106, a power consumption module 108, an efficiencydegradation module 110, and a root cause identification module 112. Theoperation instruction module 106 is executed to generate instructionsfor controlling the autonomous vehicle 122 to perform one or moreoperations in accordance with a desired analysis. In embodiments, theone or more operations may include executing a general operationperformed by autonomous vehicles in the fleet of autonomous vehicles toidentify outlier vehicles based on energy efficiency determinations thatresult from execution of the general operation. In instances where anoutlier vehicle is identified or, alternatively, when an autonomousvehicle is selected for energy efficiency analyses based on othercriteria, the one or more operations may further correspond to a morespecific protocol used to determine the energy efficiency of a specificcomponent 128 and/or vehicle system 124 included in the identifiedautonomous vehicle 122 (e.g., to determine a cause of energy efficiencydegradation of the autonomous vehicle 122).

In an example, the one or more operations may include controlling theautonomous vehicle 122 to navigate along a designated section of roadhaving known characteristics, such as a known surface friction, length,grade, etc., to determine the impact that a component 128, such as awheel bearing, may have on the amount of power consumed by theautonomous vehicle 122. In another example, the operation instructionmodule 106 may output instructions to operate a vehicle system 124, suchas activating the HVAC system (e.g., in a controlled environment), todetermine the energy efficiency of the vehicle system 124 as a whole. Acontrolled environment may include a climate-controlled environment oran environment that can include certain ambient conditions whichcorrespond, for example, to weather data received from the external datasource 130. The external data source 130 may be a weather stationserver, a server that controls a different fleet of autonomous vehicle,a server of a vehicle system/component manufacturer, and the like. Aweather station server may provide external data indicative of currentand historical weather conditions, whereas a vehicle system/componentmanufacture server and a server for a different fleet of autonomousvehicles may provide data indicative of characteristics of the component128 or vehicle system 124 being analyzed by the server computing system102.

The one or more operations are generally executed by the autonomousvehicle 122 such that variables which impact power consumption by theautonomous vehicle 122 are at least one of measurable or isolatable incombination with execution of the one or more operations. Inembodiments, prognostic analyses for systems and components of theautonomous vehicle 122 may be distinguished based on five exemplarycategories:

-   -   (1) Variables that are measurable and an impact on power        consumption that is measurable;    -   (2) Variables that are measurable and an impact on power        consumption that is not measurable;    -   (3) Variables that are isolatable and an impact on power        consumption that is measurable;    -   (4) Variables that are isolatable and an impact on power        consumption that is not measurable; and    -   (5) Variables that are neither measurable nor isolatable.

Accordingly, the operation instruction module 106 may control operationof an HVAC compressor to determine the energy efficiency thereof inaccordance with the first category since testing variables, such astemperature, as well as the power consumed by the HVAC compressor areboth directly measurable during operation of the HVAC compressor.Correspondingly, while the second category is based on variables thatare also measurable during an operation defined by the operationinstruction module 106, it differs from the first category of tests inthat the impact of the operation on power consumption is not directlymeasurable. For instance, surface roughness of a road can impact powerconsumption, but the impact of the surface roughness of the road on thepower consumption is not determinable in isolation from other variables,such as tire rolling resistance. For variables in this category,statistical methods such as principal component analysis (PCA) can beperformed by the server computing system 102 to determine variables thatare projected to have the greatest impact on power consumption overtime.

In instances such as the third and fourth categories, where a variableis not directly measurable, the variable may be isolatable by the one ormore operations defined by the operation instruction module 106. Forexample, the HVAC system could be switched on and off based on knownconditions (e.g., HVAC house loads or known characteristics of anavigated section of road) to determine the impact that the efficiencyof the HVAC system has on power consumption. Correspondingly, somevariables may be isolatable but their impact on power consumption maystill not be measurable. As with variables that are directly measurable,statistical methods such as PCA can be similarly performed by the servercomputing system 102 to determine values for isolatable variables thatare projected to have the greatest impact on power consumption overtime. In cases such as the fifth category, where variables can beneither measured nor isolated, prognostic analyses for the component 128or vehicle system 124 may be performed manually during periodic vehicleinspections, wherein data can be obtained from inspected vehiclehardware and recorded in the data store 116 to supplement data that isdesirable for any of the previously described techniques.

Operation instructions generated by the operation instruction module 106are transmitted from the server computing system 102 to the autonomousvehicle 122. Prior to performing the one or more operations identifiedby the operation instruction module 106, the autonomous vehicle 122 canreturn a pre-operation power level (e.g., of a battery) to the servercomputing system 102, which is thereby provided to a power consumptionmodule 108. The power consumption module 108 is configured to determinethe amount of power consumed by execution of the one or more operationsby the autonomous vehicle 122. Accordingly, subsequent to communicatingthe pre-operation power level to the server computing system 102, theautonomous vehicle 122 performs the one or more operations identified bythe operation instruction module 106 and, upon completion thereof,further communicates a post-operation power level (e.g., of the battery)to the server computing system 102. The post-operation power level issimilarly provided to the power consumption module 108, wherein theamount of power consumed by execution of the one or more operations isdetermined based on a difference between the pre-operation power leveland the post-operation power level.

In another embodiment, the autonomous vehicle may store thepre-operation power level internally so that, when the post-operationpower level is identified upon completion of the one or more operations,the pre-operation power level and the post-operation power level can becommunicated to the server computing system 102 simultaneously from theautonomous vehicle 122. Additionally or alternatively, a computingsystem of the autonomous vehicle 122 can compute the power consumptionbased on execution of the one or more operations by measuring thedifference between the pre-operation power level and the post-operationpower level and communicate the difference (e.g., the power consumption)to the server computing system 102. In this manner, certainfunctionality of the power consumption module 108 may be bypassed basedon computations performed at the autonomous vehicle 122.

An output from the power consumption module 108, or alternatively fromthe autonomous vehicle 122, that identifies the amount of power consumedby execution of the one or more operations is provided to the efficiencydegradation module 110 to determine whether the energy efficiency of theautonomous vehicle 122 has degraded. The efficiency degradation module110 can determine energy efficiency degradations of the vehicle system124 and/or the component 128 based on test data 118 collected from theautonomous vehicle 122 upon prior executions of the one or moreoperations, or from fleet data 120 collected from other autonomousvehicles in the fleet that have similarly executed the one or moreoperations, wherein the fleet data 120 is indicative of energyefficiency degradations for similar vehicle systems and components. Morespecifically, test data 118 can be received from the autonomous vehicle122 each time the one or more operations are executed by the autonomousvehicle 122. The test data 118 corresponds to an actual condition of thecomponent 128 or the vehicle system 124 at the time the one or moreoperations were performed. Test data 118 can be accumulated over aplurality of testing cycles for the autonomous vehicle 122 so thatdegradation in energy efficiency of the autonomous vehicle 122 can betracked over a period of time. The test data 118 may be compared to theoutput of the power consumption module 108, or alternatively to a powerconsumption output from the autonomous vehicle 122, which is indicativeof a current condition of the component 128 or the vehicle system 124 todetermine whether the energy efficiency of the component 128 or thevehicle system 124 has degraded.

Additionally or alternatively, fleet data 120 received from otherautonomous vehicles in the fleet that have previously executed the oneor more operations can be indicative of an expected power consumption bythe component 128 or the vehicle system 124 that is being analyzed bythe server computing system 102. The fleet data 120 may be used todefine a normal range of power consumption for the autonomous vehicle122, or portions thereof, such as the component 128 or the vehiclesystem 124, based on empirical data collected from the fleet. Morespecifically, each time the one or more operations are executed by theautonomous vehicles in the fleet, fleet data 120 can be received by theserver computing system 102 and accumulated in the data store 116.Similar to test data 118, fleet data 120 accumulated from otherautonomous vehicles in the fleet can be compared to the output of thepower consumption module 108, or alternatively to a power consumptionoutput from the autonomous vehicle 122, which is indicative of a currentcondition of the component 128 or the vehicle system 124 to determinewhether the energy efficiency of the component 128 or the vehicle system124 is in a degraded condition from a condition of the similarcomponents and systems identified in the fleet data 120. That is, theefficiency degradation module 110 can determine whether the autonomousvehicle 122 is within the normal range of power consumption based on thefleet data 120.

If the efficiency of the autonomous vehicle 122 has degraded (e.g.,beyond a certain amount), an indication can be provided to the rootcause identification module 112 which is configured to identify a rootcause of the degradation. An indication that the autonomous vehicle 112has degraded can also be provided to the client computing device 132.For example, the client computing device 132 may display to a user ofthe client computing device 132, based on the indication, an identifierfor the degraded autonomous vehicle 122. In instances where the clientcomputing device 132 receives an indication of energy efficiencydegradation from the server computing system 102, dispatch of theautonomous vehicle 122 to a service facility may be initiated at theclient computing device 132 (e.g., through the server computing system102 or through other communicative environments). The client computingdevice 132 may output a specific indication of the root cause of theenergy efficiency degradation upon dispatch of the autonomous vehicle122 to the service facility or the client computing device 132 mayoutput a general indication that the energy efficiency of the autonomousvehicle 122 has degraded and that manual inspection or further physicaltests are desirable to determine the root cause of the energy efficiencydegradation. Data collected from the manual inspection or the furtherphysical tests can be provided to the server computing system 102 astest data 118 that specifically corresponds to the autonomous vehicle122 or as fleet data 120 to facilitate identification (e.g., by theserver computing system 102) of similarly degraded components andsystems of other autonomous vehicles in the fleet.

In some embodiments, the component 128 identified by the efficiencydegradation module 110 may be the root cause of the degradation. Inother embodiments, the root cause of the degradation may be a systemcomponent 126 included within the vehicle system 124 (e.g., a compressorincluded within the HVAC system) identified by the efficiencydegradation module 110, wherein execution of further operations definedby the operation instruction module 106 may be desirable to identify thesystem component 126 within the vehicle system 124 that is causing thedegradation. Accordingly, the root cause identification module 112 mayoutput indications to the operation instruction module 106 to controlthe autonomous vehicle 122 to perform further operations configured tonarrow the potential options for system components 126 that could be theroot cause of the degradation. In an example, the output indications tothe operation instruction module 106 may be based on techniques thatcorrespond to a fault tree analysis.

Once a root cause component, such as the component 128 or the systemcomponent 126, has been identified by the root cause identificationmodule 112, the server computing system 102 may output a recommendationthat is displayed at the client computing device 132. The recommendationmay include a specific replacement or service recommendation for theroot cause component or a general recommendation to manually inspect theautonomous vehicle 122. The output from the server computing system 102may also identify an expected remaining life of the root causecomponent. The server computing system 102 is additionally configured toinstruct the autonomous vehicle 122 to navigate to a service facilitybased on energy efficiency degradations identified for the autonomousvehicle 122. Upon completion of servicing the autonomous vehicle 102,the server computing system 102 can instruct the autonomous vehicle 122to repeat the one or more operations to determine and/or verify whetherthe energy efficiency of the autonomous vehicle 122 has improved.

With reference now to FIG. 2 , flow diagram 200 illustrates a techniquefor determining which autonomous vehicles in a fleet of autonomousvehicles should have their degraded vehicle systems or componentsreplaced. The flow diagram 200 starts at 202, and at 204 data iscollected from a first autonomous vehicle in the fleet of autonomousvehicles based on execution of an operation. The operation may be astandardized operation such as navigating along a designated section ofroad having known characteristics, wherein the standardized operation isperformed by a plurality of autonomous vehicles in the fleet ofautonomous vehicles to accumulate comparable data in a data store. Thedata may be indicative of an overall power consumption required toexecute the operation by the first autonomous vehicle, which is therebyfurther indicative of an overall energy efficiency of the firstautonomous vehicle. At 216, the data is stored in a data store (e.g., adata store of a server computing system that instructs the autonomousvehicle to execute the operation).

Based on the data stored in the data store, it is determined at 206whether the power consumption required to execute the operation by thefirst autonomous vehicle is within a normal range. The normal range ofpower consumption may be determined based on variables such as surfacegrade, surface roughness, ambient weather conditions, solar irradiance,weight of passengers and cargo, tire design, wheel alignment, tirepressure, HVAC system efficiency, electric drive motor efficiency, driveunit efficiency, ADSC operations, braking efficiency, wheel bearingfriction, thermal resistance of cabin, aerodynamic drag, amongst others.If the power consumption is not within a normal range, a cost tradeoffof identifying the degradation (e.g., lost revenue, electricity costs,fuel costs, etc.) and/or a cost tradeoff of remediating an identifieddegradation (e.g., cost of replacement parts, additional travel time,opportunity costs of downtime, etc.) in the first autonomous vehicle isexecuted at 208. For instance, upon identification of a specificcomponent or vehicle system driving the increased power draw, a costtradeoff analysis can be performed to determine if part replacementshould occur. Subsequent to executing the cost tradeoff at 208, anotification can be generated at 218 that is indicative of a result ofthe cost tradeoff analysis. The flow diagram 200 can then complete at220.

If, at 206, the power consumption is determined to be within the normalrange, or upon executing the cost tradeoff at 208, data can be collectedfrom another autonomous vehicle in the fleet of autonomous vehicles. Inparticular, at 210, data is collected from an Nth autonomous vehicle inthe fleet of autonomous vehicles based on execution of the operation(e.g., the standardized operation performed by the plurality ofautonomous vehicles in the fleet of autonomous vehicles). At 216, thedata collected from the Nth autonomous vehicle is similarly stored inthe data store (e.g., the data store of the server computing system thatinstructs the Nth autonomous vehicle to execute the operation).

Based on the data stored in the data store, it is determined, at 212,whether the power consumption required to execute the operation by theNth autonomous vehicle is within the normal range. The normal range ofpower consumption for the Nth autonomous vehicle may be similarlydetermined based on variables such as surface grade, surface roughness,ambient weather conditions, solar irradiance, weight of passengers andcargo, tire design, wheel alignment, tire pressure, HVAC systemefficiency, electric drive motor efficiency, drive unit efficiency, ADSCoperations, braking efficiency, wheel bearing friction, thermalresistance of cabin, aerodynamic drag, etc., and does not necessarilyhave to be based on the same variable used to determine the normal rangeof power consumption for the first autonomous vehicle. If the powerconsumption is not within the normal range, a cost tradeoff ofidentifying the degradation (e.g., lost revenue, electricity costs, fuelcosts, etc.) and/or a cost tradeoff of remediating an identifieddegradation in the Nth autonomous vehicle (e.g., cost of replacementparts, additional travel time, opportunity costs of downtime, etc.) isexecuted at 214. For instance, upon identification of a specificcomponent or vehicle system driving the increased power draw in the Nthautonomous vehicle, a cost tradeoff analysis can be performed todetermine if part replacement should occur. Subsequent to executing thecost tradeoff at 214, a notification can be generated at 218 that isindicative of a result of the cost tradeoff analysis. The flow diagram200 can then complete at 220. Alternatively, the flow diagram 200 may becompleted at 220 if, at 212, the power consumption of the Nth autonomousvehicle is determined to be within the normal range and a notificationis generated, at 218, that is indicative of the Nth autonomous vehiclebeing within the normal range of power consumption.

With reference now to FIG. 3 , flow diagram 300 illustrates a techniquefor identifying a degraded component of an autonomous vehicle. The flowdiagram 300 starts at 302, and at 304 a vehicle system test isperformed. In embodiments, the vehicle system test may be configured toisolate variables that impact power consumption by a vehicle systemduring operation thereof. For example, a first vehicle system test canbe performed to determine a propulsion profile. If, at 306, the powerconsumption of the vehicle system is determined to be within a normalrange of power consumption, a next vehicle system, such as a cabincooling system, can be selected for analysis at 308. The next vehiclesystem is similarly subjected to a vehicle system test performed at 304,wherein it is similarly determined, at 306, whether the next vehiclesystem is within the normal range of power consumption. If the nextvehicle system is within the normal range of power consumption, theprocess can be repeated for another next vehicle system, such as a cabincooling system. In the event that all vehicle systems tested at 304 aredetermined to be in the normal range of power consumption at 306, theflow diagram 300 can be completed at 326 based on having no faults, at322, within the tested vehicle systems of the autonomous vehicle.

If, at 306, the power consumption for a tested vehicle system isdetermined to be outside the normal range of power consumption, asub-system test can be performed at 310. In embodiments, the sub-systemtest may be configured to isolate variables that impact powerconsumption by a sub-system during operation thereof. For example, ifthe cabin heating system is outside the normal range of powerconsumption, a first sub-system test can be performed to generate aprofile of a first sub-system, such as an air heating sub-system. If, at312, the power consumption of the sub-system is determined to be withina normal range of power consumption, a next sub-system, such as a seatheating sub-system, can be selected for analysis at 314. The nextsub-system is similarly subjected to a sub-system test performed at 310,wherein it is similarly determined, at 312, whether the next sub-systemis within the normal range of power consumption. If the next sub-systemis within the normal range of power consumption, the process can berepeated for another next sub-system. In the event that all sub-systemstested at 310 are determined to be in the normal range of powerconsumption at 312, the flow diagram 300 can be completed at 326 basedon having no faults, at 322, within the tested sub-systems of theautonomous vehicle.

If, at 312, the power consumption for a tested sub-system is determinedto be outside the normal range of power consumption, a component testcan be performed at 316. In embodiments, the component test may beconfigured to isolate variables that impact power consumption by acomponent during operation thereof. For example, if the seat heatingsub-system is outside the normal range of power consumption, a firstcomponent test can be performed to generate a profile of a firstcomponent, such as a front-left seat heater. If, at 318, the powerconsumption of the component is determined to be within a normal rangeof power consumption, a next component, such as a front-right seatheater, can be selected for analysis at 320. The next component issimilarly subjected to a component test performed at 316, wherein it issimilarly determined, at 318, whether the next component is within thenormal range of power consumption. If the next component is within thenormal range of power consumption, the process can be repeated foranother next component, such as a back-left seat heater and/or a backright-seat heater. In the event that all components tested at 316 aredetermined to be in the normal range of power consumption at 318, theflow diagram 300 can be completed at 326 based on the tested componentsof the autonomous vehicle having no faults at 322.

If, at 318, the power consumption for a tested component is determinedto be outside the normal range of power consumption, the degradedcomponent is identified at 324 and the flow diagram 300 can complete at326. For example, a back-left seat heater may be identified at 324 ashaving a degraded energy efficiency based on identifying the powerconsumption of the back-left seat heater as being outside the normalrange of power consumption at 318. Accordingly, an output indicative ofthe back-left seat heater could be output at 324 to complete the flowdiagram 300 at 326.

Additionally, it is to be appreciated from the foregoing that if avehicle system does not comprise a sub-system, but only includes one ormore components therein, then steps 310-314 may be bypassed to step 316when it is determined, at 306, that the power consumption of the vehiclesystem is outside the normal range of power consumption. Similarly, itis to be appreciated from the foregoing that the technique foridentifying a degraded component of the autonomous vehicle may compriseidentifying a component that is not included within a vehicle system orsub-system. As such, steps 304-314 may be bypassed to step 316 toidentify individual components of the autonomous vehicle that aredetermined, at 318, to be outside the normal range of power consumption.

With reference now to FIG. 4 , an exemplary fault tree 400 isillustrated for a vehicle system of an autonomous vehicle. Morespecifically, the fault tree 400 corresponds to an HVAC system 402 ofthe autonomous vehicle. In embodiments, the HVAC system 402 can beselected for fault tree analysis based on techniques contemplated byflow diagram 300. That is, the autonomous vehicle can perform one ormore operations (e.g., one or more vehicle system tests) to identify avehicle system that is outside the normal range of power consumption ofsuch a vehicle system. Once a vehicle system such as the HVAC system isidentified, a fault tree analysis can be performed to determine a rootcause of degradation in power consumption of the vehicle system, whichis further indicative of a root cause of degradation in energyefficiency of the vehicle system.

The exemplary fault tree 400 may be arranged in accordance withtechniques that are similarly contemplated by flow diagram 300, whereina plurality of sub-systems and/or components of the vehicle system canbe cycled through a plurality of testing protocols based on execution ofone or more operations by the autonomous vehicle, until a degradation inpower consumption is identified. The testing protocols may beindividually configured to identify degradations in sub-systems andcomponents of the vehicle system so that a root cause of the degradationin power consumption of the vehicle system can be determined from thefault tree analysis.

In the exemplary fault tree 400, a compressor 404, an evaporator 406,and a condenser 408 are included in the HVAC system 402. Each of thecompressor 404, the evaporator 406, and the condenser 408 areindividually tested to determine the energy efficiencies thereof. Forexample, a testing protocol may be executed to determine whether thecompressor 404 has a damaged refrigerant line 410 (e.g., a crack in theline that causes a pump of the compressor 404 to consume more power dueto a low amount of refrigerant to pump through the line). However, ifthe compressor 404 is determined to be within the normal range of powerconsumption, the condenser 408 may be analyzed next. For instance, theautonomous vehicle may execute a different operation to determinewhether the condenser is experiencing reduced heat transfer, which canthereby be indicative of dented fins 412 of the condenser 408 caused bypebbles or debris launched from the road.

In some instances, a plurality of operations may be executed to analyzea plurality of potential causes of degradations to an aspect of the HVACsystem 402. For example, a first testing protocol may be executed todetermine whether the power consumption of an evaporator 406 is degradedbased on the evaporator 406 being dirt covered 414, whereas a secondtesting protocol may be executed to determine whether the powerconsumption of the evaporator 406 is degraded based on the evaporator406 being corroded 416. Power consumption and energy efficiencydeterminations resulting from a fault tree analysis, such as an analysisthat corresponds to the exemplary fault tree 400, may provide one ormore causes of degradation to the energy efficiency of the autonomousvehicle.

FIGS. 5 and 6 illustrate exemplary methodologies relating to a systemand method of energy efficiency prognostics. While the methodologies areshown and described as being a series of acts that are performed in asequence, it is to be understood and appreciated that the methodologiesare not limited by the order of the sequence. For example, some acts canoccur in a different order than what is described herein. In addition,an act can occur concurrently with another act. Further, in someinstances, not all acts may be required to implement a methodologydescribed herein.

Moreover, the acts described herein may be computer-executableinstructions that can be implemented by one or more processors and/orstored on a computer-readable medium or media. The computer-executableinstructions can include a routine, a sub-routine, programs, a thread ofexecution, and/or the like. Still further, results of acts of themethodologies can be stored in a computer-readable medium, displayed ona display device, and/or the like.

Referring now to FIG. 5 , an exemplary methodology 500 is illustratedfor energy efficiency prognostics. The methodology 500 starts at 502,and at 504 an autonomous vehicle is controlled to perform an operation,wherein data indicative of an actual power consumption by the autonomousvehicle is generated based on the operation. The operation is performedto at least one of measure or isolate an effect of a variable on theactual power consumption by the autonomous vehicle. At 506, the dataindicative of the actual power consumption is received based on theoperation performed by the autonomous vehicle. At 508, a degradation inenergy efficiency of the autonomous vehicle is determined based on thedata indicative of the actual power consumption and data indicative of aprojected power consumption. The data indicative of the projected powerconsumption may be accumulated based on the operation being performedpreviously by the same or different autonomous vehicle. At 510, anoutput is generated that is indicative of the degradation in energyefficiency of the autonomous vehicle. The methodology 500 completes at512.

Referring now to FIG. 6 , an exemplary methodology 600 is illustratedfor energy efficiency prognostics. The methodology 600 starts at 602,and at 604 an autonomous vehicle is controlled to perform an operation,wherein data indicative of an actual power consumption by the autonomousvehicle is generated based on the operation. At 606, the data indicativeof the actual power consumption is received based on the operationperformed by the autonomous vehicle. At 608, it is identified whether ornot the data indicative of the actual power consumption is within anormal range of power consumption. The normal range of power consumptionmay be based on data indicative of a projected power consumption, whichcan be data that is accumulated based on the operation being performedpreviously by the same or different autonomous vehicle. At 610, when thedata indicative of the actual power consumption is outside the normalrange, a determination is made regarding whether or not to identify orremediate a cause of degradation in energy efficiency of the autonomousvehicle. The determination may be based on comparing a cost ofidentifying or remediating the cause of degradation to a benefit ofcuring the cause of degradation. At 612, an output is generated that isindicative of the determination. The methodology 600 completes at 614.

Referring now to FIG. 7 , a high-level illustration of an exemplarycomputing device 700 that can be used in accordance with the systems andmethodologies disclosed herein is illustrated. For instance, thecomputing device 700 may be or include the server computing system 102.The computing device 700 includes at least one processor 702 thatexecutes instructions that are stored in a memory 704. The instructionsmay be, for instance, instructions for implementing functionalitydescribed as being carried out by one or more modules and systemsdiscussed above or instructions for implementing one or more of themethods described above. In addition to storing executable instructions,the memory 704 may also store geographic location information, externaldata, instructions from other systems and devices, etc.

The computing device 700 additionally includes a data store 708 that isaccessible by the processor 702 by way of the system bus 706. The datastore 708 may include the geographic location information, externaldata, executable instructions from the other systems and devices, etc.The computing device 700 also includes an input interface 710 thatallows external devices to communicate with the computing device 700.For instance, the input interface 710 may be used to receiveinstructions from an external computer device, etc. The computing device700 also includes an output interface 712 that interfaces the computingdevice 700 with one or more external devices. For example, the computingdevice 700 may transmit control signals to a vehicle propulsion system,a braking system, and/or a steering system of the autonomous vehicle 122by way of the output interface 712.

Additionally, while illustrated as a single system, it is to beunderstood that the computing device 700 may be a distributed system.Thus, for instance, several devices may be in communication by way of anetwork connection and may collectively perform tasks described as beingperformed by the computing device 700.

Various functions described herein can be implemented in hardware,software, or any combination thereof. If implemented in software, thefunctions can be stored on or transmitted over as one or moreinstructions or code on a computer-readable medium. Computer-readablemedia includes computer-readable storage media. A computer-readablestorage media can be any available storage media that can be accessed bya computer. By way of example, and not limitation, suchcomputer-readable storage media can comprise RAM, ROM, EEPROM, CD-ROM orother optical disk storage, magnetic disk storage or other magneticstorage devices, or any other medium that can be used to store desiredprogram code in the form of instructions or data structures and that canbe accessed by a computer. Disk and disc, as used herein, includecompact disc (CD), laser disc, optical disc, digital versatile disc(DVD), floppy disk, and Blu-ray disc (BD), where disks usually reproducedata magnetically and discs usually reproduce data optically withlasers. Further, a propagated signal is not included within the scope ofcomputer-readable storage media. Computer-readable media also includescommunication media including any medium that facilitates transfer of acomputer program from one place to another. A connection, for instance,can be a communication medium. For example, if the software istransmitted from a website, server, or other remote source using acoaxial cable, fiber optic cable, twisted pair, digital subscriber line(DSL), or wireless technologies such as infrared, radio, and microwave,then the coaxial cable, fiber optic cable, twisted pair, DSL, orwireless technologies such as infrared, radio and microwave are includedin the definition of communication medium. Combinations of the aboveshould also be included within the scope of computer-readable media.

Alternatively, or in addition, the functionally described herein can beperformed, at least in part, by one or more hardware logic components.For example, and without limitation, illustrative types of hardwarelogic components that can be used include Field-programmable Gate Arrays(FPGAs), Application-specific Integrated Circuits (ASICs),Application-specific Standard Products (ASSPs), System-on-a-chip systems(SOCs), Complex Programmable Logic Devices (CPLDs), etc.

What has been described above includes examples of one or moreembodiments. It is, of course, not possible to describe everyconceivable modification and alteration of the above devices ormethodologies for purposes of describing the aforementioned aspects, butone of ordinary skill in the art can recognize that many furthermodifications and permutations of various aspects are possible.Accordingly, the described aspects are intended to embrace all suchalterations, modifications, and variations that fall within the spiritand scope of the appended claims. Furthermore, to the extent that theterm “includes” is used in either the specification or the claims, suchterm is intended to be inclusive in a manner similar to the term“comprising” as “comprising” is interpreted when employed as atransitional word in a claim.

What is claimed is:
 1. An autonomous vehicle, comprising: a computingsystem, comprising: a processor; and memory that stores instructionsthat, when executed by the processor, cause the processor to performacts comprising: controlling the autonomous vehicle to perform anoperation for detecting whether a vehicle system of the autonomousvehicle is damaged; and generating data indicative of an actual powerconsumption by the autonomous vehicle while performing the operation,wherein damage to the vehicle system is detectable based on the dataindicative of the actual power consumption by the autonomous vehiclewhile performing the operation and projected power consumption data forthe operation.
 2. The autonomous vehicle of claim 1, wherein theoperation is performed by the autonomous vehicle to at least one ofmeasure or isolate an effect of a variable on the actual powerconsumption by the autonomous vehicle to detect whether the vehiclesystem of the autonomous vehicle is damaged.
 3. The autonomous vehicleof claim 2, wherein the variable includes at least one of surface grade,surface roughness, ambient weather conditions, solar irradiance, weightof passengers and cargo, tire design, wheel alignment, tire pressure,heating ventilating and air conditioning (HVAC) system efficiency,electric drive motor efficiency, drive unit efficiency, autonomousdriving system computer (ADSC) operations, braking efficiency, wheelbearing friction, thermal resistance of cabin, or aerodynamic drag. 4.The autonomous vehicle of claim 1, the acts further comprising:transmitting the data indicative of the actual power consumption by theautonomous vehicle while performing the operation to a server computingsystem, wherein the server computing system determines whether energyefficiency of the autonomous vehicle is degraded based on the projectedpower consumption for the operation and the data indicative of theactual power consumption by the autonomous vehicle while performing theoperation, and wherein degradation in the energy efficiency of theautonomous vehicle when performing the operation is indicative of damageto the vehicle system of the autonomous vehicle.
 5. The autonomousvehicle of claim 4, the acts further comprising: receiving a servicerecommendation from the server computing system based on the degradationin the energy efficiency of the autonomous vehicle when performing theoperation.
 6. The autonomous vehicle of claim 4, the acts furthercomprising: receiving instructions from the server computing system tonavigate the autonomous vehicle to a service hub to address the damageto the vehicle system based on the degradation in the energy efficiencyof the autonomous vehicle when performing the operation; and controllingat least one of a steering system, a braking system, and a vehiclepropulsion system to cause the autonomous vehicle to travel to theservice hub based on the instructions.
 7. The autonomous vehicle ofclaim 4, wherein a differing autonomous vehicle in a fleet of autonomousvehicles comprises the server computing system, and wherein the fleet ofautonomous vehicles comprises the autonomous vehicle.
 8. The autonomousvehicle of claim 1, the acts further comprising: determining whetherenergy efficiency of the autonomous vehicle is degraded based on theprojected power consumption for the operation and the data indicative ofthe actual power consumption by the autonomous vehicle while performingthe operation, and wherein degradation in the energy efficiency of theautonomous vehicle when performing the operation is indicative of damageto the vehicle system of the autonomous vehicle.
 9. The autonomousvehicle of claim 8, the acts further comprising: generating a servicerecommendation based on the degradation in the energy efficiency of theautonomous vehicle when performing the operation.
 10. The autonomousvehicle of claim 8, the acts further comprising: generating instructionsto navigate the autonomous vehicle to a service hub to address thedamage to the vehicle system based on the degradation in the energyefficiency of the autonomous vehicle when performing the operation; andcontrolling at least one of a steering system, a braking system, and avehicle propulsion system to cause the autonomous vehicle to travel tothe service hub based on the instructions.
 11. The autonomous vehicle ofclaim 1, wherein a component of the vehicle system of the autonomousvehicle that causes degradation in energy efficiency of the autonomousvehicle is identified based on the operation.
 12. The autonomous vehicleof claim 1, the acts further comprising: controlling the autonomousvehicle to perform a second operation; and generating data indicative ofan actual power consumption by the autonomous vehicle while performingthe second operation, wherein the second operation is performed by theautonomous vehicle to detect whether a system component of the vehiclesystem is a root cause of degradation in energy efficiency of thevehicle system.
 13. A method performed by an autonomous vehicle,comprising: controlling the autonomous vehicle to perform an operationfor detecting whether a vehicle system of the autonomous vehicle isdamaged; and generating data indicative of an actual power consumptionby the autonomous vehicle while performing the operation, wherein damageto the vehicle system is detectable based on the data indicative of theactual power consumption by the autonomous vehicle while performing theoperation and projected power consumption data for the operation. 14.The method of claim 13, wherein the operation is performed by theautonomous vehicle to at least one of measure or isolate an effect of avariable on the actual power consumption by the autonomous vehicle todetect whether the vehicle system of the autonomous vehicle is damaged.15. The method of claim 13, further comprising: transmitting the dataindicative of the actual power consumption by the autonomous vehiclewhile performing the operation to a server computing system, wherein theserver computing system determines whether energy efficiency of theautonomous vehicle is degraded based on the projected power consumptionfor the operation and the data indicative of the actual powerconsumption by the autonomous vehicle while performing the operation,and wherein degradation in the energy efficiency of the autonomousvehicle when performing the operation is indicative of damage to thevehicle system of the autonomous vehicle.
 16. The method of claim 15,further comprising: receiving instructions from the server computingsystem to navigate the autonomous vehicle to a service hub to addressthe damage to the vehicle system based on the degradation in the energyefficiency of the autonomous vehicle when performing the operation; andcontrolling at least one of a steering system, a braking system, and avehicle propulsion system to cause the autonomous vehicle to travel tothe service hub based on the instructions.
 17. The method of claim 13,further comprising: determining whether energy efficiency of theautonomous vehicle is degraded based on the projected power consumptionfor the operation and the data indicative of the actual powerconsumption by the autonomous vehicle while performing the operation,and wherein degradation in the energy efficiency of the autonomousvehicle when performing the operation is indicative of damage to thevehicle system of the autonomous vehicle.
 18. The method of claim 17,further comprising: generating instructions to navigate the autonomousvehicle to a service hub to address the damage to the vehicle systembased on the degradation in the energy efficiency of the autonomousvehicle when performing the operation; and controlling at least one of asteering system, a braking system, and a vehicle propulsion system tocause the autonomous vehicle to travel to the service hub based on theinstructions.
 19. The method of claim 13, wherein a component of thevehicle system of the autonomous vehicle that causes degradation inenergy efficiency of the autonomous vehicle is identified based on theoperation.
 20. An autonomous vehicle, comprising: a computing system,comprising: a processor; and memory that stores instructions that, whenexecuted by the processor, cause the processor to perform actscomprising: controlling the autonomous vehicle to perform a firstoperation for detecting whether a vehicle system of the autonomousvehicle is damaged; generating data indicative of an actual powerconsumption by the autonomous vehicle while performing the firstoperation, wherein damage to the vehicle system is detectable based onthe data indicative of the actual power consumption by the autonomousvehicle while performing the first operation and projected powerconsumption data for the first operation; controlling the autonomousvehicle to perform a second operation for detecting whether a systemcomponent of the vehicle system is a root cause of the degradation inthe energy efficiency of the vehicle system; and generating dataindicative of an actual power consumption by the autonomous vehiclewhile performing the second operation, wherein damage to the systemcomponent of the vehicle system is detectable based on the dataindicative of the actual power consumption by the autonomous vehiclewhile performing the second operation and projected power consumptiondata for the second operation.